NZDIV3/14
Roadside Barrier Post
Field of the invention
This invention relates to an improved barrier uction, such as for roadway,
guard rail, or safety barrier including a roadside post attachment, a post, a method of making
the post, assembling of the barrier, a post cap and post delineators suitable for use with “Z”
section posts.
ound of the invention
The construction of a y barrier, ant in providing roadway safety,
has been the subject of development for many years. Improvements in roadway barrier
constructions which provide better safety, or better control of the barrier’s performance, are
desirable.
Summary of the invention
The present invention provides a roadway, guard rail or safety barrier having
a post and beam construction n the beam is mounted to the post by means of a
carriage, the beam being d to the carriage by a securement means, the carriage being
adapted to travel longitudinally relative to the post in the event of a collision, the post further
including at least one carriage support means, and one or more engagement means on an
outer face of the post, the ment means being adapted to be d by the
securement means to provide resistance to movement of the carriage with respect to the post,
wherein the carriage is sized and shaped so as to not engage or to se engagement with
the engagement means during the movement.
The one or more engagement means can each comprise one or more
projections which extend from or are proud of an outer face or portion of the post.
The engagement means can be of a shape which is one of the ing: a
crescent shape; a cuneiform shape; a chevron shape; a boomerang shape; a part circular
shape; a part elliptical shape; a part square shape; a part rectangular shape, a triangular
shape.
The one or more engagement means can be formed by a portion of the post
being moved through an outer surface of the post so as to plastically deform the n,
without completely separating the portion from the outer surface.
The engagement means can be formed by deforming a strip of
predetermined width, the width being measured in the direction of travel of the carriage relative
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to the post, from the post outwardly so that c ation of the strip occurs, wherein the
strip is not deformed beyond the tensile strength of the material that the post is made of.
The engagement means can be a section of the post which extends from or
is proud of an outer face of the post and has two ends which remain connected to the post and
central section which is proud of the outer face of the post.
The post can include a plurality of engagement means located along a
longitudinal axis of the outer e of the post.
The width of the at least one engagement means, as measured in the
direction of travel of the carriage relative to the post, determines the force at which the
engagement means will fracture or shear when engaged by the securement means during
movement of the carriage ve to the post.
The post can have a plurality of the engagement means, and each of the
engagement means have one or more of the following features: are of the same width, as
measured in the direction of travel of the carriage ve to the post; have widths that are of
different magnitudes; have widths of different magnitudes, such that the ude of the width
of successive engagement means increases in the direction of travel of the carriage with
respect to the post; e a pin that is received by a through aperture in the post, for
obstructing travel of the ge with respect to the post; include a pin that is received by a
through aperture in the post, for obstructing travel of the carriage with respect to the post, the
pin having a weakened neck portion which engages an inner surface of the carriage.
The securement means can be a bolt which engages a thread on the
ge means and when the bolt secures the beam to the carriage, with the carriage mounted
on the post, an end of the bolt will be at or near to an outer surface of the post, so as to engage
the at least one engagement means after the carriage moves with respect to the post.
The assembly of the securement means to assemble the post, carriage and
beam, can prevent the carriage and thus the beam from being lifted off the post prior to a
ion.
The securement means is adapted to engage at least one of the one or more
engagement means during a collision.
The carriage has a formation or recess which will allow the ge to travel
over or past the engagement means, but which will not allow the carriage pass the carriage
support means.
The carriage support means is one or more of the following: a cantilevered
tab which is formed by bending and shearing a portion of the post;
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attached to the post along a horizontal attachment edge; attached to the post along a
longitudinal attachment edge; a separate component attached to the post so that a portion
thereof is in the path of the carriage.
The one or more engagement means each ing one or more projections
which extend from or are proud of an outer face of the post, n each projection is formed
by a portion of the post protruding through the outer face.
The portion can be connected at opposed ends to the post, and is plastically
ed without separating the portion from the outer face.
The present invention also es a post for a roadway, guard rail or safety
barrier as bed above, wherein one or more the projections is of one of the following: a
crescent shape; a cuneiform shape; a chevron shape; a boomerang shape; a part circular
shape; a part elliptical shape; a part square shape; a part gular shape, a triangular
shape.
Each of the one or more ment means is one or more of the ing:
formed by stretching a strip of predetermined width, the width being measured in a direction
along a longitudinal axis of the post, so that a plastic deformation of the strip occurs; formed by
stretching a strip of ermined width, the width being measured in a direction along a
longitudinal axis of the post, so that a plastic deformation of the strip occurs, the strip is
stretched within the tensile strength of the material of the post; has two ends which remain
connected to the post, and a central section which is proud of the outer face of the post; has
two ends which remain connected to the post, and a central section which is proud of the outer
face of the post, the ends being located toward a longitudinal axis of the post and the central
section being located away from the longitudinal axis of the post.
The outer face of the post can have at least one through aperture for
receiving one of the following: a pin; a pin with a weakened neck portion at the end of the pin
that is located away from the post.
The post can be one of the following shapes: a Z post; I-post, C-post, a
Charlie post, a rectangular post, an H post, U post an O-post.
The present invention also provides a method for forming a post as described
above, ing steps of feeding a sheet metal blank through one or more rolls to form the
post, cutting or slitting portions of the post and deforming the portions to form the engagement
means.
The method can include the steps of cutting or slitting portions from a blank,
the cut or slit portions being located to correspond to the engagement means, deforming the
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cut portions to form the engagement means, and then feeding the blank through one or more
rolls to form the post, the rolls keeping clear of the engagement means during roll forming the
post.
The present invention further provides a carriage for use with a y,
guard rail or safety barrier system which has a beam and post construction, the carriage being
adapted to support the beam and mount the beam to the post, the carriage having an inner
face which in use faces an outer face of the post, the carriage ing a securement receiving
means for securing the beam to the carriage, wherein the carriage is sized and shaped so that
in use it will not engage or will minimize engagement with formations on the post.
The inner face can e a recess, groove or channel adapted to in use
avoid contacting formations on the post which hinder sliding movement of the carriage along
the post.
The recess, groove or channel can have a longitudinal axis generally parallel
to a longitudinal axis of the post.
The recess, groove or channel can be one of the following: s through a
full height of the ge, as measured in the longitudinal direction of a sliding movement of
the carriage; extends through a portion of the height of the carriage, as measured in the
udinal direction of a sliding movement of the carriage.
The securement receiving means can include one or more of the following:
one or more threaded holes, and in use the threaded hole receives a bolt for securing the
beam to the ge; one or more threaded holes extending from an outer face of the carriage
and opens into the recess; one or more threaded holes provided h a flange which
extends from a main body of the carriage.
The carriage can include one of the following: a middle section flanked on
each side by a free end, wherein the ment means is provided in the middle section; a
middle section flanked on each side by a free end, wherein the attachment means is provided
in the middle section, wherein the free ends are shaped and sized to in use guide a sliding
movement of the ge along the post; a middle section flanked on each side by a free end,
wherein the attachment means is provided in the middle section, wherein one of the free ends
terminates in a hook or bearer portion which extends toward an inner surface of the middle
section; a middle n flanked on each side by a free end, wherein the attachment means is
provided in the middle section, wherein the inner surface carries one or more bearing pads,
n in use a front face of the post is adapted to fit between the hook and the at least one
bearing pad.
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The present invention further provides a carriage for use with a roadway,
guard rail or safety barrier system which has a beam and post construction, the carriage being
adapted to support the beam and mount same to the post, the carriage having an inner face
which in use faces the post, the carriage ing a post attachment portion having a first
aperture for receiving a securement means to attach the carriage to the post, and a beam
attachment portion having a second aperture for receiving a second securement means to
attach the beam to the carriage.
The first aperture can be elongated, wherein in use a longitudinal axis of the
first aperture is parallel to a udinal axis of the post.
The post attachment portion can lie against an outer surface of the post, and
the beam attachment portion is located away from the outer e of the post.
The carriage can r include an intermediate portion interconnecting the
post attachment portion and the beam attachment portion.
The beam attachment portion can be located above the post attachment
portion.
The present invention r provides a post attachment arrangement having
an attachment tab adapted for attachment to a segment of a Z post, and a transverse segment
to which the tab is affixed.
The present invention further provides a delineator attachment ement
for a Z post including a tab adapted for attachment to an e segment of a Z post, and
wherein the erse segment is an end engagement segment adapted to engage a section
of the end of a Z post.
The end engagement segment can be one or more of the following:
transverse to the tab; includes a substantially planar flange; in the form of a pair of triangular
segments; the plane of the engagement t is transverse to the plane of the tab; a cap.
The tab can be one of more of the following: conforms to a n of a Z post
cross-section; a substantially planar t; includes one or more attachment apertures;
attached to an exterior edge of one of the triangular segments; skewed in relation to the
delineator; the plane of the tab (the tab plane) and the plane of the delineator are skewed
about a common axis.
The arrangement can include one of the following: a pair of attachment tabs;
a pair of ment tabs wherein each attachment tab has a mutually parallel t; a pair
of tabs that define a slot adapted to receive a portion of the oblique segment of a Z post
therein.
NZDIV3/14
The present invention also provides a cap for a Z post including at least one
engagement tab adapted to engage at least a portion of the cross-section of a Z post.
The cap can include one or more of the following: a pair of attachment tabs
forming a channel on the underside of the cap, the channel being adapted to receive a portion
of a Z post; a downward extending skirt adapted to engage with the outer side of a portion of a
Z-post; a slot through which a delineator can pass; a slot through which a delineator can pass
wherein, in use, the slot is oriented to present the longitudinal sides of the slot to oncoming
traffic.
The present ion also provides a ator for a Z-post, including a pair
of opposite faces and a post attachment arrangement including at least one transverse
member and one depending , the delineator ing at least one it projections
on one of the d sides, and adapted to engage with a slot of a cap as described in the
preceding paragraphs. It can include a pair of snap-fit projections, one on each d side
of the delineator.
The present invention further provides a method of constructing a y,
guard rail or safety barrier having a post and beam construction, including the steps of: placing
a carriage onto the post, the carriage being supported by one or more projections on the post
which are located at a desired height for the beam; inserting the post into the ground at a
desired position to an appropriate depth; securing the beam onto the carriage.
The present invention also provides a method of constructing a roadway,
guard rail or safety barrier having a post and beam construction, including the steps of:
inserting the post into the ground at a desired position to an appropriate depth; securing the
beam onto a carriage; g the beam and carriage onto the post, the carriage being
supported by one or more projections on the post which are located at a desired height for the
beam.
The present invention further provides a method of constructing a roadway,
guard rail or safety barrier having a post and beam construction, including the steps of:
securing the beam onto a carriage; positing the beam and carriage with respect to the ground
at a desired location, and so that the beam is located at a height appropriate for acting as a
barrier; driving the post past the carriage and into the , until a projection on the post
passes the carriage such that the carriage is ted by the projection, and until the post is
driven into the ground at an riate depth.
The present invention also provides a method of constructing a roadway,
guard rail or safety barrier having a post and beam construction, including the steps of:
inserting the post into the ground at a desired position to an appropriate depth; placing a
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carriage onto the post, the ge being supported by one or more projections on the post
which are located at a desired height for the beam; securing the beam onto the carriage.
The above bed methods of constructing a roadway can further include
the steps of removing the carriage and the beam from the post, and replacing the carriage and
the beam on the post at a location higher than the original on for the carriage.
Brief description of the drawings
An embodiment or embodiments of the present invention will now be
described, by way of example only, with reference to the accompanying drawings, in which:
Figure 1A shows a top view of a post cap;
Figure 1B shows an end view A of the cap of Figure 1A;
Figure 1C shows a side view of the cap of Figure 1A;
Figure 1D shows an end view B of the cap of Figure 1A;
Figure 1E shows an ide view of the cap of Figure 1A;
Figure 2 shows a first perspective view of the cap of Figure 1A;
Figure 3 shows a second perspective view of the cap of Figure 1A;
Figure 4 shows a cap attached to a Z post;
Figure 5 is a second view of the cap attached to a post;
Figure 6A shows a top, view of r delineator attachment arrangement;
Figure 6B shows a side view of the arrangement of Figure 6A;
Figure 6C shows an edge view of the arrangement of Figure 6A;
Figure 6D shows a bottom view of the arrangement of Figure 6A;
Figure 7 illustrates the delineator arrangement of Figure 6 attached to a Z
post;
Figure 8A illustrates a top view of a further ator attachment
arrangement;
Figure 8B shows a side view of the arrangement of Figure 8A;
Figure 8 C shows an edge view of the arrangement of Figure 8A;
Figure 8D shows an underside view of the arrangement of Figure 8A;
Figure 9 is a perspective view of the delineator arrangement of Figure 8;
NZDIV3/14
Figure 10 is a second perspective view of the delineator arrangement of
Figure 8.
Figure 11 shows a first view of the ator ement attached to a Z
post
Figure 12 shows a second view of the delineator arrangement attached to a
Z post.
Figure 13A illustrates a first end view of another delineator arrangement;
Figure 13B illustrates a side view of the delineator of Figure 13A;
Figure 13C illustrates an edge view of the delineator of Figure 13A;
Figure 13D illustrates a second side view of the delineator of Figure 13A;
Figure 13E illustrates a second end view of the delineator of Figure 13A;
Figure 14 illustrates a first perspective side view of the delineator of Figure
Figure 15 illustrates a second perspective side view of the delineator of
Figure 13;
Figure 16 Is a perspective side view of the delineator of Figure 14 applied to
a Z-post;
Figure 17 Is a perspective side view of the delineator of Figure 15 applied to
a Z-post;
Figure 18A illustrates a first end view of a further delineator arrangement;
Figure 18B illustrates a first side view of a delineator arrangement of Figure
18A;
Figure 18C illustrates an edge view of a delineator arrangement of Figure
18A;
Figure 18D illustrates a second side view of a delineator ement of
Figure 18A;
Figure 18E illustrates a second end view of the delineator ement of
Figure 18A;
Figure 19 is a perspective side view of the delineator of Figure 18D;
Figure 20 is a perspective side view of the delineator of Figure 18B;
Figure 21 shows the delineator of Figure 19 applied to a Z-post;
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Figure 22 shows the delineator of Figure 20 applied to a Z-post;
Figure 23 shows an exploded view of a post cap arrangement;
Figure 24 shows the assembled view of the arrangement of Figure 23;
Figure 25 shows a modified cap similar to that of Figure 23.
Figure 26 shows a ed n of the delineator having snap fit
projections;
Figure 27 shows the opposite side of the ator of Figure 25;
Figure 28 is a partial cross-sectional illustration along line A-A of Figure 26;
Figure 29 shows a modification of the cap of Figure 25;
Figure 30 is an exploded perspective view of a carriage and a Z-post;
Figure 31 is partial front view of a sheet material prior to forming the Z-post
of Figure 30;
Figure 32 is an ed perspective view of an assembly of a y,
guard rail, or safety barrier having a W-beam, carriage and the Z-post of Figure 30;
Figure 33 shows the assembled barrier of Figure 32;
Figure 34 is a plan view the post and carriage of the barrier of Figure 33;
Figure 35 is a plan view of the assembled ents of Figure 34,
assembled with a bolt;
Figure 36 is a part plan view of a Z-post showing a carriage support means;
Figure 37 is a front elevation view of the carriage support means shown in
Figure 36;
Figure 38 is a side sectional view of the carriage support means shown in
Figure 36, showing engagement with a carriage;
Figure 39 is a plan view of another carriage support means;
Figure 40 is a plan view of a further carriage support means;
Figure 41 is a plan view of another carriage support means;
Figure 42 is a front elevation view of the carriage of Figure 30;
Figure 43 is a rear elevation view of the carriage of Figure 42;
Figure 44 is a plan view of the carriage of Figure 42;
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Figure 45 is a front perspective view of the carriage of Figure 42;
Figure 46 is a rear perspective view of the carriage of Figure 42;
Figure 47 is a section of the carriage of Figure 42 h line XLVII - XLVII
of Figure 43;
Figure 48 is a perspective view of another Z post;
Figure 49 is a side elevation view of another carriage;
Figure 50 is a plan view of the carriage in Figure 49;
Figure 51 is a front perspective view of the carriage in Figure 49;
Figure 52 is a side elevation view of another ge;
Figure 53 is a plan view of the carriage in Figure 52;
Figure 54 is a front perspective view of the carriage in Figure 52;
Figure 55 is a rear elevation view of the carriage in Figure 52.
Figure 56 is a plan view of r carriage;
Figure 57 is a plan view of a carriage support means;
Figure 58 is a schematic view of a blank for another post;
Figure 59 is an exploded perspective view of another barrier assembly;
Figure 60 is an elevation view of the barrier assembly in Figure 59;
Figure 61 is a side elevation view of an assembled barrier ly with a
THRIEBEAM;
Figure 62 is a flow chart depicting a method for manufacturing a post;
Figure 63 is a flow chart depicting another method for manufacturing a post;
Figure 64 is a flow chart depicting a method of g the beam after the
road has been retarred;
Figure 65 is a flow chart depicting a method for assembling the post,
carriage, and beam;
Figure 66 is a flow chart depicting another method for ling the post,
carriage, and beam;
Figure 67 is a flow chart depicting a further method for assembling the post,
carriage, and beam;
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Figure 68 is a flow chart depicting a further method for assembling the post,
carriage, and beam;
Figure 69 is a front perspective view of a carriage and a post having a
ge support means that is a single projection;
Figure 70 is a plan view of the carriage and post in Figure 69 and of a bolt for
use with the carriage and post;
Figure 71 is a front perspective view of another carriage and post
combination;
Figure 72 is a plan view of the carriage and post in Figure 71 and of a bolt for
use with the carriage and post;
Figure 73 is a front perspective view of another carriage and post
combination;
Figure 74 is a plan view of the carriage and post in Figure 73 and of a bolt for
use with the carriage and post;
Figure 75 is a front perspective view of another carriage and post
combination;
Figure 76 is a plan view of the carriage and post in Figure 75 and of a shear
pin for use with the carriage and post;
Figure 77 is a front perspective view of another carriage and post
ation;
Figure 78 is a plan view of the carriage and post in Figure 77 and of a bolt for
use with the carriage and post;
Figure 79 is a side elevation view of an led barrier assembly with the
carriage and post combination of Figure 69;
Figure 80 is a side ion view of an led barrier assembly with the
carriage and post combination of Figure 71;
Figure 81 is a side elevation view of an assembled barrier assembly with the
carriage and post combination of Figure 73;
Figure 82 is a side elevation view of an assembled barrier assembly with the
carriage and post combination of Figure 75;
Figure 83 is a perspective view of a dual slot carriage or bracket for use
instead of bracket of figure 59; and
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Figure 84 is a ctive view of the carriage or bracket of Figure 59,
inverted for use to connect by a slot to the beam and a bolt hole to the post in Figure 59.
The ing convention used in the drawings is that the digits in front of
the full stop indicate the drawing number, and the digits after the full stop are the element
reference numbers. Where possible, the same element nce number is used in different
drawings to indicate corresponding elements.
It is tood that, unless indicated otherwise, the drawings are intended to
be illustrative rather than exact representations, and are not necessarily drawn to scale. The
orientation of the drawings is chosen to illustrate the features of the objects shown, and does
not necessarily represent the orientation of the s in use.
Detailed description of the embodiment or embodiments
POST – engagement means, support means
Illustrated in Figures 30 to 48 are features of components and assemblies
which form a roadway, guard rail, or safety barrier. While the following description and
gs illustrate a Z-post as described in co-pending application, (WO
2010/105307), which is incorporated in its entirety by reference, it will be readily understood
the post shape is not limited to a Z-post except where the claims specifically identify a Z-post.
Figure 30 illustrates a carriage 30.070 and a Z-post 30.001 which are part of
a roadside barrier, guard rail or safety barrier arrangement. The carriage 30.070 is sized and
shaped, and adapted to slide or move longitudinally along the Z post 30.001. For more details
of this, reference is made to co-pending application (WO2010105307).
The Z-post can be constructed from a sheet material such as the one
depicted in Figure 31. This can be done by, for e roll forming. Figures 62 and 63 depict
two methods for roll forming the post. As shown in Figure 62, projections can be d, or
laser cut in step 62A, and pressed out from the blank for the post until the desired deformation
has been achieved (step 62B). The blank can then be fed through one or more rolls to form the
post in step 62C. The rolls can keep clear of the projections if they are formed before rolling.
atively as illustrated in Figure 63, the projections can be cut from a blank, or preformed
by slits or cuts made to the blank in step 63A, before it is rolled to form a post in step 63B. The
slits or cuts are located to correspond to the desired locations of the projections. The slit or cut
portions are then deformed, e.g. d out, in step 63C after the blank has been fed through
the rolls and the post is roll into a Z post form.
The front or outer face 30.088 of the Z post 30.001 is provided with one or
more ment means 30.090 located along a longitudinal axis of the outer surface of the
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post 30.001, as illustrated also in Figure 48. The ment means 30.090 are sized and
shaped to restrict the movement of a bolt located in the carriage 30.070 and thus the carriage
.070 along the Z post 30 in the event of a ion. The engagement means 30.090 are
provided toward the top of the post 30.001. As will be explained later the carriage 30.070 is
configured so that as the ge 30.070 travels relative to the post , there is no or
minimal engagement between the carriage and the ment means. It is the ment
means that engages the engagement means and cts the travel of the carriage on the
post.
The engagement means 30.090 includes one or more projections which
extend outwardly from the front or outer face of the post 30.001. The projections can have
different configurations, as long as in use they engage the attachment means to retard or
restrict the carriage movement as appropriate (as explained with reference to Figures 34 and
).
The width of the projections, as measured in the direction of the travel of the
carriage relative to the post, that is, in a direction parallel to a longitudinal axis of the post,
determines the force at which the engagement means will deform or fail and allow the ge
to pass over the engagement means 32.090. Each engagement means provided on the same
post can have projections of the same width. Alternatively the plurality of engagement means
can have tions of gradually changing, e.g. increasing or decreasing , with
projections located nearer the top of the post being wider or narrower in width. If desired the
widths can be such that two are the same while one is different, r greater or lesser. For
example the engagement means 48.090 as illustrated in Figure 48 can be of different width as
measured in the longitudinal direction of the post 48.001. The width can be increasing with
height so that engagement means located closer to the top of the post 48.001 are wider; thus
requiring a greater force to fracture or deform than a previously engaged engagement means,
in the direction of travel of carriage relative to the post.
The projections of the engagement means are connected or attached to the
post 32.001, but the connections will be broken in a collision of sufficient force. The projections
can have different shapes, as long as they hinder the travel of the carriage 30.070 as
described in later paragraphs. For instance, the projections can be have a nt shape, a
cuneiform shape, a chevron shape, a boomerang shape, a part circular shape, a part elliptical
shape, a part square shape or a part rectangular shape.
The projections can be separate components ed onto the post by, e.g.
welding. Alternatively they can be deformed parts from the post 30.001, such as tabs, or
outwardly pressed parts of the post (e.g. see Figures 36 to 41), so that the pressed parts are
703349NZDIV3/14
plastically deformed, without being completely separated from the post 30.001. They can be
formed from strips which are partially cut from the post and then stretched or deformed
outwardly. The strip is stretched or deformed beyond the material’s elastic strength so that the
deformation is plastic and its stretched or ed shape is retained after the deforming force
is no longer applied. The strips can be deformed within the tensile strength of the material
used for the post to t the strips from necking. The resulting tion, used to retard
the motion of the carriage, has two ends 30.089 which remain ted to the post 30.001,
and a central section 30.091 which extends outwardly from the front face 30.088 of the post.
The front or outer face 32.088 of the Z post 32.001 is r provided with at
least one carriage support means 30.092. The carriage is adapted to rest on the carriage
support means 30.092 (e.g. see Figure 32). The carriage support means 32.092 can be a
through hole for receiving a bolt or r that will sit proud of the outer face of the post, so as
to support the carriage, or it can have one or more projections such as the projections of the
engagement means. In the embodiment shown in Figure 30 the support means 30.092
includes a pair of projections which support the bottom of the carriage 30.070 on either side of
a central region of the carriage . In the embodiment shown in Figures 69 and 70, the
support means 69.092 includes a single tion. The single projection is located on the Z
post so as to support a bolt 70.094 that secures the beam (not shown) to the carriage 70.070.
CARRIAGE – attachment receiving means; C cross section
The carriage 30.070 is d to pass over the one or more engagement
means 30.090 located lly on the front face 30.088. The carriage 30.070 has an
attachment or securement receiving means in the form of a threaded through bore 30.086, to
secure the beam on to the carriage . More specific configuration of the carriage will be
discussed later with reference to Figures 34, 35, and Figures 42 to 47. The attachment
receiving means can receive a ed bolt or machine screw.
The carriage 34.070 is substantially of a C cross section, having a middle
section 34.080 flanked by free ends 34.082, 34.084. The middle section 34.080 has an
ment ing means, in this case a centrally located threaded aperture 34.086 for
receiving a corresponding attachment means, such as a threaded bolt or machine screw. The
carriage 34.070 fits over the front or outer face 34.088 of the post 34.001, the front face 34.088
facing the road way. One free end 34.082 fits over the trailing end 34.064 of the Z post, and
the opposite free end 34.084 fits over the front portion of the oblique segment 34.050 of the Z-
post (see Figures 34 and 35). The free ends 34.082, 34.084 are shaped and sized to guide the
carriage’s longitudinal travel on the post, and can be differently configured depending on the
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type of post that the carriage is adapted to be used with, as is described in co-pending
application ().
The inner surface 34.071 of the carriage 34.070, which faces the post
34.001, has a longitudinal recess 34.098 which allows the carriage 34.070 to travel over or
past the centrally located engagement means, but which does not allow the ge 34.070 to
pass over the ge support means 34.092 because they are not centrally located. The
recess 34.098 can be a groove or l provided along the inner surface 34.071. The
carriage aperture 34.086 opens into the recess, , or channel.
Figures 42 to 47 depict the carriage. Details include the axially or
longitudinally extending recess 44.098 and its base 47.099, and the threaded re 44.086.
As shown here the recess can include a half-height groove 44.098 (see also for example
46.098 and 47.098) which extends through approximately half the height of the carriage
44.070. The carriage aperture 43.086 (see also e.g. 47.089) is located above the half-height
groove 47.098 and displaced toward the roadside with respect of the groove 47.098. There
re 47.098 opens into a clearance area above the half-height groove 47.098. The
clearance area 47.100 is part of the recess and is ured to avoid contact with the
engagement means. It will be understood that alternatively the clearance area can extends
through the full height of the carriage if the inside surface 34.071 extends through the full
height of the carriage. The groove is sized and shaped to avoid contact with the
aforementioned ment means 30.090 during longitudinal travel of the carriage with
respect to the post.
BOLT
As illustrated in Figure 32, the through bore 32.086 can receive a threaded
bolt 32.094 for securing the beam 32.096 to the carriage 32.070. Together, the post 32.001,
carriage 32.070, and beam 32.096 form a barrier. The beam 32.096 has a through hole
32.097 which in use aligns with ge threaded hole 32.086 and which is dimensioned to
receive the bolt 32.094, but not of a size which will allow the head of the bolt to pass. The
height of the beam 32.096 with respect to the post 32.001, and thus the ground, is determined
by the position of the carriage 32.070 on the post 32.001. The distal end of the shank of the
bolt protrudes through the carriage 32.070, so that when the carriage 32.070 is moved with
t to the post 32.001 (e.g. during collision), the bolt can engage the engagement means
32.090. However the shank of the bolt preferably does not reach the front face 30.088 of the
post 30.011, so that the movement of the ge 32.070 in relation to the post 32.001 is not,
at least initially, affected by any friction between the bolt 32.094 and the post 32.001.
703349NZDIV3/14
A grub screw can be used instead of a bolt. As shown in Figures 77 and 78,
the shank of the grub screw 78.094 can alternatively reach the front or outer face 78.088 of the
post , so that the movement of the carriage 78.070 with respect to the post 78.001 is
ed by the friction between the post 78.001 and the grub screw 78.094. It may be that in
this embodiment the post 77.001 does not have any other engagement means to retard the
movement of the carriage 77.070.
ASSEMBLY – carriage and Z post assembly
Figure 34 depicts plan views of the carriage 34.070 and the Z post 34.001
without a bolt, and Figure 35 with a bolt 35.094. s 34 and 35 are represented
schematically and not to scale. In particular the space between the carriage and the post is not
a true representation of the amount of clearance provided. In practice, it is expected that
approximately 1 to 4 millimetres will be the amount of clearance provided between the outer
surfaces of the post and the inner e of the carriage, as is described in co-pending
application .
The engagement between the carriage 34.070 and the post 34.001 can occur
in the region of carriage’s middle section , and the carriage free ends 34.082 and 34.084
which may contact the trailing end 34.064 and the oblique segment 34.050 of the post 34.001
respectively. The clearance allows the carriage 34.070 to move vely freely relative to the
post 34.001 during a collision. The ion of the clearance also makes it easier to control
the performance of the barrier, as it is not ely affected by friction n the carriage
34.070 and the post 34.001. Also, the free ends 34.082 and 34.084 are close enough together
so that the front or outer face 34.088 of the post 34.001 cannot fit between the free ends
34.082 and . This ensures the carriage 34.070 is retained on the post 34.001 for its
longitudinal movement along and relative to the post 34.001, and the movement is guided
thereby. The movement of the carriage 34.070 relative to the post enables the beam to stay at
approximately an appropriate height relative to the vehicle ing against the beam, until the
carriage 34.070 breaks apart from the post 34.001.
The carriage’s threaded hole 34.086 opens toward the Z-post 34.001 into the
recess 34.098. The recess 30.098 is dimensioned so that it will not interfere with the
engagement means 34.090. The edge around the recess 30.098 abuts with the non-centrally
located carriage t means 34.092, so that the bottom of carriage 34.070 can rest on the
carriage support means 34.092. The post 34.001 can be provided with one or more carriage
support means, each defining a beam location.
Alternatively as illustrated in Figure 48, each carriage support means can be
a single projection provided along the post 34.001, so that threaded bolt 34.094 can rest on the
703349NZDIV3/14
single projection. Projections intended to retain the carriage on the post 34.001 can be thinner
than projections intended to absorb the impact from a collision (i.e. tions of the
engagement means), as they are required only to carry the weight of the carriage and the
beam.
ASSEMBLY – carriage, bolt, and post
Referring to Figure 35, the threaded bolt 35.094 is d to pass through
the threaded hole 35.086 and laterally through the recess 35.098. The bolt 35.094 passes
laterally in the sense that it passes through the recess in a direction that is lateral to the
longitudinal direction of the recess 35.098. The distal end 35.100 of the bolt 35.094 extends
past the outer most portion of the ment means 35.090 so that the end of the bolt 35.094
will engage the engagement means 35.090 when the carriage 35.070 moves along the post
.001. The carriage 35.070 is therefore prevented from freely riding over the engagement
means 35.090, until a collision of sufficient force occurs and the engagement means 35.090
are fractured or deformed. The head 35.102 of the bolt 35.094 can have an Allen key hole
.105, to facilitate tightening the W beam (not shown) onto the carriage 35.070. The beam
would be located between the head 35.102 and the front face of the carriage 35.070.
As rated in Figure 68, the carriage, bolt, and post can be assembled by
first driving the post into the ground (step 68A), placing the carriage at a desired location on the
post (e.g. a carriage stop means) in step 68B, and then ing the beam onto the ge in
step 68C by ing an attachment screw through the beam and into the threaded through
bore of the carriage. atively as illustrated in Figure 65, the carriage can be placed onto
projections on the post in step 65A, before the post is driven into the ground in step 65B. As
described in this specification the projections can be those of a carriage stop means or a
carriage engagement means, depending on the ment of the post used. The projections
are selected so that the beam will be positioned at an appropriate height for acting as a barrier.
The beam can then be attached to the carriage in step 65C. Alternatively as illustrated in
Figure 66, the beam can be pre-attached to the carriage by inserting the attachment screw
through the beam and into the ed bore of the carriage in step 66B. The attached rail and
carriage can then be placed onto the appropriate carriage stop means on a post (step 66C)
that has already been driven into the ground (step 66A). Alternatively as illustrated in Figure
67, the carriage and beam are pre-attached by inserting the attachment screw through the
beam and into the threaded bore of the carriage in step 67A. The pre-attached carriage and
beam are then positioned with the beam on its d location with respect to the ground in
step 67B. The post can then be positioned to be driven into the ground, passing through the
carriage in step 67C, until it reaches a sufficient depth so that the assembly is stable. The
carriage will in effect travel upwardly with t to the post. In this instance the carriage stop
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means will be configured so that the carriage can travel upwardly with respect to the post, ride
past the location of the carriage stop means, and then move into position once it passes the
carriage stop means, so that the carriage is supported by the carriage stop means. For
example, the carriage stop means depicted in Figure 38, which has a tab that extends
upwardly and outwardly, can be used. Alternatively, a bolt can be used as a carriage stop
means, and is inserted when needed.
OPERATION OF BARRIER ASSEMBLY
When a collision occurs and the beam is impacted by a vehicle, the force of
the impact can cause the ge 35.070 to move along the post 35.001 depending upon the
magnitude of the ion force. The carriage 35.070 and thus the beam will however be
stopped, possibly temporarily, or retarded in its relative movement, by the engagement means
.090 engaging the bolt 35.094.
In the event that a forceful enough impact causes the carriage 35.070 to
break through the first engagement means 35.090, the now diminished force will move the
carriage 35.070 toward the next engagement means 35.090. The movement of the carriage
.070 will then be retarded or stopped by the next ment means 35.090, until the next
engagement means 35.090 is also overcome by the collision force. The more engagement
means that are ed, the more force the barrier can . Also, the more force it takes
to deform, fracture, or shear the dams or ge engagement means 35.090 from the Z post
.001, the more force the barrier can absorb, not just by the force of breakage, but also the
beam remaining in t with the post for longer, with the post thus absorbing greater force.
The amount of force that the barrier can absorb will be affected by the number of engagement
means provided, and also the shearing force required to overcome each engagement means.
Although the post is depicted as a Z post, it is to be understood that other
types of posts can be used, as long as the engagement means can be provided on these
posts. For ce, Charlie posts, H posts, I posts, C posts, U posts, rectangular posts, O
posts can be used.
There are different types of failure mechanisms by which the engagement
means can fracture. The attachment means, e.g. a bolt, can cause the ment means
.090 to be sheared off the post 30.001. Alternatively the attachment means can cause the
engagement means to deform, for example to start necking, as it exerts a deformation force on
the projection. The attachment means can then ride through the engagement means when
sufficient deformation or ring has ed. The engagement means and interaction with
a bolt, assist provide consistent and reproducible failure, allowing one to anticipate
703349NZDIV3/14
approximately the amount of force ed for the carriage to overcome the engagement
means in a collision.
VARIATIONS
1. carriage support/stop means variations
Figures 36 to 41 depict various embodiments of carriage support means in
the form of tabs that are cut and bent out from the post. For ce they can be cantilevered
tabs that are formed by ng and bending a part of the post. Referring to figures 36 to 38,
the carriage support means 36.092 can be a tab that is cut from the post 36.001 and then
pushed out or punched out, but which remains hingedly connected to the post 36.001. The
carriage 36.070 in use rests atop the tab 36.092 so that it does not slide down the post 36.001.
The tab 37.092 is cut and then detached from the post 37.001, except at its lower edge 37.093.
The tab 37.092 is connected to the post along a generally horizontal attachment edge 37.093
and extends outwardly from the edge . The tab 36.093 extends or is of a width which is
wider than the recess 36.098. As shown in Figure 38 the carriage 38.070 sits atop the tab
38.092, so that the tab 38.092 retains the carriage 38.070 but does not interfere with the bolt
(not shown) for attaching the barrier to the carriage 38.070.
The carriage stop tab can be ently orientated than as described above,
as is shown in Figure 39. The retaining tab 39.092 is ed to the post 39.001 along a
udinal or generally vertical line of attachment 39.094. The tab 39.092 extends toward the
carriage 39.070 so that in use it supports the carriage 39.070 at a location below the recess
39.098. As shown in Figure 40, the tab 40.092 alternatively extends from the longitudinal
attachment edge 40.093 so that it supports the carriage 40.070 at a location below the rim of
the recess 40.098.
Illustrated in Figure 41, a different carriage stop means 41.092 includes a
pair of retaining tabs 41.192 and 41.292. Each tab is attached to the post 41.001 along a
corresponding udinal or generally vertical line of attachment 41.193 (and ). The
tabs 41.192 and 41.292 extend from their corresponding attachment edges 41.193 and 41.293
so that they support the carriage 41.070 at locations below the floor of the recess 41.098. As
shown Figure 57, tabs 57.192 and 57.292 extend out they are about 10 mm proud of the front
face 57.088 of the post 57.001. It will be understood that this dimension is an e only. It
will also be understood that the retaining tabs need not have a specific configuration, as long
as the tab (or multiple tabs which work together) extends away from the outer surface of the
post in such a way that it ts the ge. For example, in the embodiment shown in
Figures 71 and 72, the support means includes a pair of tabs 71.192, 71.292 as described
above, and the engagement means 71.090 each include a single projection for engaging the
703349NZDIV3/14
bolt 72.094 as described previously. The carriage 71.070 is adapted to engage engagement
means 71.090 which are single projections from the front or outer surface 71.088 of the post
71.001. The carriage 72.070 also has a recess 72.096 for accommodating the engagement
means 72.090.
The preferred method of making the post and the carriage ts and
resistance means or tabs, is to first form the post profile, either by pressing or roll forming, and
then to punch the resistance tabs, to their desired configuration. Other methods of manufacture
will be described below.
2. Carriage engagement means variation
s 73 and 74 depict a variation of the ment means. The carriage
engagement means 73.090 includes one or more triangular friction tabs 73.190 and 73.290
located on the front or outer face 73.088 of the Z post 73.001. In the embodiment shown in
s 73 and 74, two friction tabs 73.190 and 73.290 which are angled away from each other
are provided.
The friction tabs 73.190 and 73.290 can each have an approximate triangular
shape, and can be attached to the outer face 73.088 of the post 73.001 along attachment
edges 73.191 and 73.291 that are each generally parallel to, or along the longitudinal centre
line of the front or outer face . The remaining edges of the tabs are detached from the
outer face . The apexes 73.195 and 73.295 of the tabs located opposite the attachment
edges 73.191 and 73.291 point away from the longitudinal centre line of the front or outer face
73.088. As shown in Figure 74, in use the tabs 74.190 and 74.290 extend from approximately
the longitudinal centre line of the front or outer face 74.088, toward the carriage 74.070, so that
they engage the inner surface 74.180 of the carriage 74.070.
Because of the tabs’ triangular shape, the force ed for the carriage
74.070 to deform each tab 73.190 or 73.290 increases as the carriage 74.070 is made to travel
from the lowest point of the tab 73.190 or 73.290 to the ed apex 73.195 or 73.295 of the
tab. This is because between the lowest points of its attachment edge and detached apex the
tab is increasing in width, as measured in a direction that is transverse to the longitudinal
direction of the post. After the carriage 74.090 overcomes the ed apex 73.195 or
73.295, the tab 73.190 or 73.290 releases the carriage 74.090, because the tab is decreasing
in width between its detached apex and the highest point of its attachment edge. In this sense
the carriage 74.070 is adapted to “click” past the friction tabs 73.190 and 73.290.
The two friction tabs 73.190 and 73.290 can be vertically displaced from each
other. This ement provides different locations where the carriage 73.070 must
703349NZDIV3/14
overcome and click past the tabs. Also this arrangement prolongs the duration of contact
between the engagement means 73.090 and the carriage 73.070 in the event of a collision.
For the carriage to overcome the engagement means 73.090, it needs to
have been subjected to sufficient force such that its inner e 74.180 can overcome the
engagement with the apexes 74.195 and 74.295 of the tabs, and that the bolt 74.094 can
overcome the bases of the tabs, near the attachment edges 74.191 and 74.291.
The prolonged contact between the engagement means and the carriage can
be useful for heavy duty barrier arrangements for, e.g. areas with higher traffic from heavier
vehicles such as trucks.
3. post variations
In an ative embodiment of the post as shown in Figure 48 (not to scale),
the t means 48.092 includes a single projection and is formed in the same way as the
ment means. The bolt which attaches the beam to the carriage rests on the support
means 48.092, and the support means thus supports the carriage.
Exemplary dimensions for a Z post with at least two engagement means and
one support means are also provided in Figure 48 (not to scale). The ions are provided
in etres. The engagement means 48.090 are each approximately 30 mm in length as
measured in a direction transverse to the direction of the carriage’s travel, and each protrude
about 6 mm proud of the front face of the post. In the example shown, the upper and lower
ment means 48.090 are approximately 7 to 7.5 mm in width, and the bottom carriage
stop means 48.092 is approximately 4 mm in width, as measured in the direction of the
carriage’s travel. A 7 mm to 7.5 mm wide engagement means will typically fail when impacted
by a collision of sufficient force, and will have the effect of delaying the separation of the
carriage from the post, allowing the post to absorb as much impact as is possible by
maintaining contact for as long as possible during the collision.
The bottom support means 48.092 supports the carriage (not shown), which
will be located between the bottom t means 48.092 and the lower engagement means
, which provides an initial restriction to the travel of the carriage relative to the post
48.001. The lower edge of the bottom t means 48.092 is provided at about 154 mm
from the top of the post, and the lower edge of the lower engagement means 48.090 is
provided at about 70 to 135 mm from the top of the post. In the case that the lower
engagement means 48.090 is provided at 135 mm from the top, and the beam and carriage
are attached together by a 13 mm bolt. Thus the carriage will travel only about 6mm before it
engages the lower engagement means . The lower edge of the upper engagement
means 48.090 is provided at about 20 to 25 mm from the top of the post. The carriage will
703349NZDIV3/14
detach from the post if there is enough load to cause the upper engagement means 48.090 to
fracture or deform. To accommodate an engagement means of the above given dimension,
the carriage will have a recess 43.098 that is at least 35mm wide (transverse to the post) and a
depth of at least 6 mm, the depth being ed in the ion that is perpendicular to the
front face of the post and to the carriage. The recess 43.098 also needs to be shaped to avoid
contact with the ment means
If the Z-post is on a median strip, or between two carriageways or roadways,
and is to have a carriage located on each opposed side, each to mount a beam o, then
the formations which form the engagement means and support means, can be on both outer
faces of the post.
Figure 58 depicts the schematic view (not to scale) of a blank for g
another Z post. Exemplary dimensions are provided in millimetres. Starting from the right
hand side of the blank as shown in Figure 58, the blank includes a first edge 58.200 and a first
fold line 58.201 which define the front trailing end 58.064. The front face 56.088 extends
between the first fold line 58.201 and the second fold line 58.202. From the second fold line
58.202, the oblique portion 58.050 extends until it meets the third fold line 58.203. The rear
face 58.051 is defined n the third fold line 58.203 and the fourth fold line 58.204. The
rear trailing end 58.063 of the Z post is defined between the fourth fold line 58.204 and the
second edge 58.205 of the blank. The first fold line 58.201 is approximately 18.23 mm from
the first edge 58.200. The second fold line 58.202 is about 73.69 mm from the first edge
58.200. A centre line 58.206 through the front face 58.088 is ore about 45.96 mm from
the first edge 54.200. The third fold line is about 74.29 mm from the second edge 58.205, and
the fourth fold line is about 18.43 mm from the second edge 58.205.
Slits are cut into the blank section corresponding to the front face 58.088, for
forming the tions of two engagement means 58.090 and a ge stop means 58.092.
The engagement means 58.090 are each approximately 30 mm in width as measured in a
direction transverse to the direction of the carriage’s travel. Each engagement means will be
punched from the post until it protrudes about 6 mm proud of the front face of the post. In the
example shown, the upper and lower engagement means 58.090 are approximately 7.5 mm
and 4mm in width, respectively. The blank has slits for forming a carriage stop means 58.092
that includes two stop tabs 58.192, 58.292 spaced apart by about 12 mm. Each stop tab is
about 12 mm in width, and will be punched from the post until it extends proud of the post by
about 10 mm. The carriage stop means 58.092 and the lower engagement means 58.090 are
separated by approximately 108 mm. The upper and lower engagement means are spaced
apart by about 48 mm.
703349NZDIV3/14
Figures 75 and 76 depict another variation for the Z-post. 75.001. The front
or outer face 75.088 of the post 75.001 can further have an aperture . As shown in
Figure 76 the aperture 76.300 receives a shear pin . The shear pin 76.302 has a head
76.304 which engages the inner surface 76.180 of the carriage 76.070. The shear pin 76.302
can further have a neck portion 76.306 that is thinner and hence is a weakened section. The
neck portion 76.306 also engages the inner e 76.180 of the carriage 76.070. In the
course of a collision, the impact force drives the carriage 76.070 upwardly, and the carriage
76.070 in turn can cause the shear pin 76.302 to fail at the neck 76.306 if there is sufficient
force.
While the above descriptions are directed to Z-posts, other profile or post
cross sections can be used, including I-shape, H-shape, e posts, or O-post.
4. carriage variations
Figures 49 to 51 illustrate another ge. Carriage 49.070 is similar to the
carriage (e.g. 42.070), but is further ed to allow for multiple attachment positions for the
beam. The middle section 49.080 of the carriage 49.070 has an extended flange 49.081 which
extends away from the main body 49.181 of the middle section 49.080, and is provided with
le threaded through bores 49.086 for the attachment of the beam (not shown). Each
through bore 49.086 defines one attachment positions for the beam.
Figure 64 illustrates a method of repositioning the beam after the road has
been resurfaced. Roads can be surfaced from time to time. Each time the road is retarred or
resurfaced (step 64A), the top surface of the road becomes slightly raised with respect to a
roadway r that is already installed beside the road. By means of the carriage 49.070 the
beam can thus be raised when it s desirable to do so, while the location of the carriage
on the post does not change, for example when the road has been resurfaced enough that the
beam would otherwise no longer be located at an appropriate height for acting as a r for
vehicles. This is done by firstly removing the attachment means, e.g. a screw, which secures
the beam at a position corresponding to a lower threaded bore, in step 64B. The beam is then
removed from the ge in step 64C and repositioned so that its bolt opening aligns with a
higher threaded bore on the carriage, in step 64D. The screw is then reinserted to secure the
beam onto the carriage in step 64E. If the road is retarred again in step 64F, steps 64B to 64E
are repeated so that the beam can again be repositioned. It will not be ary to remove
the post and the beam and then reinstall the barrier assembly to locate the beam at the right
position. Typically the asphalt overlay(s) or resurfacing may require that the beam be raised by
up to 200 mm. The provision of multiple threaded bores 48.086 allows the height of the beam
to be raised in stages.
703349NZDIV3/14
Figures 52 to 55 illustrate a further carriage. Carriage 53.070 includes a
middle section 53.080 flanked by two free ends 53.082, . The inner surface 53.180 of
the carriage 53.070, facing away from the y and toward the post (not shown), has one
or more bearing pads 53.280 that are proud of the inner surface 53.180 of the middle section.
One of the free ends is a hooked free end 53.082 that terminates in a hook 53.183. The hook
53.183 turns toward the inner surface 53.180 of the carriage 53.070 but does not reach the
depth of the bearing pads 52.280, the depth being measured in a direction that is orthogonal to
the inner surface 53.180 of the carriage 53.070 so as to accommodate and receive in the gap,
the thickness of the post. The front section of the Z post 53.001 can fit between the hook
53.183 and the bearing pads 53.280, and the trailing end 53.064 of the post 53.001 is located
in the nook area formed by the hooked free end 53.082. The hook 53.183 and the g
pads 53.280 guide the movement of the carriage 53.070 on the post 53.001.
The middle section 52.080 itself has a threaded through bore 52.086 for the
attachment of the beam as previously described. The threaded through bore 52.086 is located
on a flange 52.081 which extends away from the main body 52.181, with the threaded through
bore 52.086 being located away from the height at which the bearing pads 52.280 are d,
so that the attachment bolt (not shown) will not interfere with the bearing pads 52.280. In this
embodiment the g pads can engage the engagement means but the engagement means
will need to be formed in situ on site, or the ge 53.070 assembled to the post from
underneath the post, before the post is inserted into the ground. Another method would be to
form the engagement means and/or the carriage stop means after the ge has been
mounted on the post. The carriage 53.070 can also be used with a Z post which has no
engagement means if desired.
Figure 56 illustrates a carriage 56.070 similar to carriage 53.070 which has a
hooked free end 56.082 and one or more bearing pads 56.280. However the carriage 56.070
also has a recess 56.098 for accommodating the engagement means (not shown) as
bed above. In this case the attachment through hole can be ed through the middle
section 56.080 to open into the base of the recess 56.098 as illustrated in Figure 35, or it can
be provided through a part of the middle section 56.081 that extends away from the level of the
free ends as shown in Figures 49 to 52.
Figures 59 and 60 illustrate an alternative means of attaching the beam to
the post. The ge 59.070 is a bracket which es a post attachment n 59.110
which in use lies flush against the front face 59.088 of the post 59.001. The post attachment
portion 59.110 is adjacent to an intermediate portion 59.112 which extends away from the post
attachment portion 59.110 at an angle. The intermediate portion 59.112 connects the post
attachment portion 59.110 to a beam attachment portion 59.114.
703349NZDIV3/14
The post attachment portion 59.110 has an elongated opening 59.116, which
is positioned adjacent to a post opening 59.118 located on the front face 59.088 of the post
59.001. The elongated opening 59.116 and also the post opening 59.118 receive a bolt 59.120
which es the bracket 59.070 to the post 59.001. The beam ment portion 59.114
also has an opening 59.122, which in use aligns with the opening 59.097 on the beam. The
openings on the beam attachment and the beam receive a bolt 59.094 for attaching the beam
onto the beam attachment portion 59.114.
In the event of an impact the elongated g 59.116 allows the upward
travel of the bracket, and hence the beam 59.096.
Illustrated in Figure 83 is a carriage , which is r to that of
carriage 59.070, except that an upper elongated slot 83.1161 is provided to slidably attach the
beam 59.096 to, while the ge 83.070 is attached by its elongated slot 83.116 to the post
59.001. By providing two slots and resting the bracket 83.070 so that the bolt is located at the
top of slot 83.116, while the bolt holding the beam is located at the bottom of the slot 83.1161,
means that the amount of movement available between the post and the beam is equal to the
combined length of both slots 83.116 and 83.1161.
Illustrated in Figure 84 is the carriage 59.070 inverted, so that the single bolt
hole is used to secure the ge t the post, while the slot is used to attach the beam to the
carriage, thus allowing the beam to translate, in the event of a collision, relative to the carriage.
The above embodiments of the barrier assembly have been shown to include
a W beam. However other types of beams can be used. For instance, a EAM
(registered trade mark) 61.096 can be used, as shown in Figure 61.
Figures 61 and 79 to 82 depict, schematically, the vertical ions of the
post with t to the ground. As shown in Figure 61, the post 61.001, which can be used
with a THRIEBEAM can have an above ground part that is approximately 920 mm, and an
underground part that is approximately 1080 mm. The top of the beam 61.096 can extend
slightly beyond the uppermost part of the post, so that it sits at about 930 mm from the ground.
As shown in Figure 79, the post 79.001 can have an above ground portion
that is approximately 750 mm, and an underground part that is approximately 1050 mm. The
top of the beam 79.096 can be located slightly below the top of the post, at approximately 730
mm from the ground.
As shown in Figures 80 to 82, the posts 80.001 and 81.001 can have an
above ground portion that is approximately 720 mm, and an underground part that is
approximately 1080 mm. The top of the beam 79.096 can be located slightly above the top of
703349NZDIV3/14
the post, at approximately 730 mm from the ground. The post depicted in Figure 80 can have
engagement means which are single projections as ned above with reference to for
example Figure 71. The post depicted in Figure 81 can have engagement means which are
friction tabs as described above with reference to Figure 73. The post depicted in Figure 82
can have one or more shear pins as described with nce to Figure 75. The post depicted
in Figure 82 can also be used for frictional engagement with the bolt of the carriage, as
described above with reference to Figure 77.
The depth to which the posts are ed into the ground is a function of their
cross section shape, dimensions and the gauge of metal from which they are made. Once a
vehicle collides with a post, that post will bend and deform to a depth of the post until such a
depth where the earth will resist the bending . However, the depth need only be deep
enough so that the lower part of the post will not bend. To have the post extend too far beyond
this depth is to waste post material. For the post of figure 79 the depth is 1050mm. For the post
of Figures 80 to 82, the depth is approximately 1080mm. For other size posts other depths will
be appropriate.
Figures 1A to 1D illustrate various views of a cap for a Z post. The cap 1.002
includes a cover portion 1.008 which has a bevelled edge 1.010. The cover is in the form of a
"serifed" I with broad ends 1.004 (end A), 1.006 (end B) and a narrower central portion.
Underside projections 1.012, 1.014 are shown in doted outline in Figure 1A.
Figure 1B is a top end view of the cap showing the downwardly extending
skirt 1.012 and attachment tab 1.016 with fastening hole 1.018.
Figure 1C is a side view of the cap which shows both skirts 1.012 and 1.014,
the tab 1.016 being attached to skirt 1.106.
Figure 1D shows the lower end view of the cap.
Figure 1E shows the underside of the cap with the skirts 1.012 and 1.014
shown conforming to portions of the cross section of a Z post 1.001 shown in dashed line to
indicate it is not part of the cap. The two skirts 1.012 and 1.014 are hook-shaped, with oblique
stems which overlap to form a l 1.020 therebetween, the channel 1.020 is adapted to
receive at least a portion of the oblique segment of the Z post.
Figures 2 & 3 are perspective illustrations of the cap of Figure 1 showing the
attachment tab 2.016, 3.016 depending from below the cover 2.002, 3.002. The tab is
attached to skirt 2.012 (see Figure 1C).
Figures 4 & 5 show te views of the cap 4.002, 5.002 attached to a Z
post 4.001, 5.001. The attachment tab 4.016 extends down nt to, and parallel with, the
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oblique portion 5.050 of the Z post. The oblique portion 5.050 of the Z post has a hole adapted
to receive the bolt of nut and bolt attachment 4.022, 5.022, the post attachment hole being
located so that the tab attachment hole 2.018 is d with the post hole while the underside
of the cap is located on the top of the Z post. Thus, the cap is held stable because of the
contact between the underside of the cap and the top of the post, while the fastening holds the
cap in place. The skirts 2.012, 2.014 also assist in locating the cap on the post end.
In the assembly shown in Figures 4 & 5, the edges of the ends of the cap are
flush with the vertical sides of the top and tail of the Z-post. This permits other connections to
be slid on and off the post without interference from the cap.
Figures 6 and 7 illustrate a combined cap and delineator, n the
attachment is similar to that of the arrangement of Figures 1 to 5, with the addition of a
delineator 6.030 to the top of the cap 6.002. The delineator has at least one reflective face
6.032. As shown in Figure 7, when the delineator and cap ly is attached to a Z post
7.001 using the bolt fastening arrangement 7.022 to connect the tab 7.016 to the oblique
n of the Z post, this arrangement provides a means for having the delineator aligned
ersely to the el ends of the Z post and skewed in relation to the oblique portion of
the Z post, so that the reflective faces of the delineator face oncoming traffic.
Figures 8 to 12 rate another delineator ment arrangement. This
arrangement is similar to that of Figures 6 & 7 with the cap replaced by a small end
ment segment 8.024, 8.026 seen, for example, in the top end view Figure 8A. The
engagement segments 8.024, 8.026 are wedge-shaped with their apexes adjacent. The
attachment tab 8.016 is affixed to the edge of the wedges. The wedges ensure that the
attachment holes 8.08, 8.019 align with corresponding holes on the Z post 12.001. The wedges
8.024 and 8.026 can be of unequal size or of equal size. The unequal size can be used to
assist in ensuring the delineators are installed with the correct orientation, so the correct faces
are visible to oncoming traffic.
Figure 8B shows the delineator 8.032 and attachment tab 8.016. The plane
of the delineator 8.030 and the plane of the attachment tab 8.016 can be seen to be skewed
around a common axis in the remaining Figures 8A, 8C, and 8D, as well as in s 9 & 10.
As seen in the lower end view Figure 8D, the attachment tab 8.016 is off-set
from the symmetrical centre of the arrangement, to allow for the width of the oblique portion of
the Z post.
The attachment tab is provided with two attachment holes 8.018, 8.019.
Thus, as shown in Figure 11 & 12, two fastening bolts can be used to attach the delineator
arrangement to the Z post 12.001.
NZDIV3/14
Figures 13 to 17 illustrate a delineator attachment arrangement, wherein the
attachment tabs 13.034, , are shaped to conform to an end portion of a Z post, and are
also dimensioned to be a sliding fit inside the end portions of a Z post. The tops of the
attachment tabs 13.034, 13.036 are closed by erse segments 14.42, 15.40. However,
these transverse segments do not form engagement elements as they are of a size to fit within
the ends of the Z post. Compared with the arrangement shown in Figure 12, it is seen that the
transverse ts fully occlude the inner space at the top of the Z-post, whereas, in Figure
12, there is a gap between the end of the transverse segment and the tail of the Z-post crosssection.
As shown in Figure 13E, the attachment tabs 13.034, 13.036 are spaced to
leave a passage 13.038, 14.038, 15.038 through which the oblique segment of a Z post crosssection
can pass, while the stems of the attachment tabs are adapted to lie substantially
parallel to, and on opposite sides of the oblique segment of the Z post. The stems of the
attachment tabs do not overlap to tate the attachment bolts to be inserted and fastened as
shown in Figures 21 & 22. The shape of the attachment tabs assists in providing location of the
delineator and the ment holes can be located so that they align with the corresponding
holes in the Z post when the base of the delineator rests on the end of the post at the top of the
passage 15.038.
Figures 18 to 22 illustrate r delineator attachment ement, two
parallel attachment tabs 18.016, 18.017 are provided to form the attachment channel 18.044,
. The attachment tabs can include aligned attachment holes so a bolt can be inserted
through both tabs and the Z post.
In this arrangement, the channel 19.044 can be symmetrically arranged. As
seen in Figures 19 & 20 the tab 19.017 is attached to the outer edge of wedge 19.042 while the
tab 19.016 is offset sufficiently to e the oblique portion of the Z post, while the tab 20.016
is attached to the edge of the wedge 20.040, and the other tab (not shown is offset from the
edge of the wedge 20.040 to form the Z post channel.
Figures 21 & 22 show the delineator of Figures 18 to 20 attached to a Z-post.
The ecting planes of the delineator 21.032 and the mounting bracket plates 21.017,
22.017 are adapted to permit the delineator to align with the Z-post major direction, which, in
use, results in the tive faces of the delineator facing oncoming traffic.
Figures 23 & 24 illustrate a Z-post end cap 23.052 having a downwardly
extending external skirt 23.060 adapted to fit over the edges of the cross-section of a Z-post.
The end cap has pair of end sections 23.054, 23.056 which conform to the ends of a Z-post
and a waisted middle section 23.058 which is not in engagement with the Z-post. The skirt is a
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close fit over the ends of the Z-post and follows the trailing ends 23.062, 23.064 of the Z-post
for at least part of their length. This provides a cover for the metal edges of the end of the Z-
post.
If desired, the end cap of Figures 23 & 24 can have ment
arrangements similar to those of Figures 1 to 5.
Figure 25 illustrates an end cap similar to that of Figures 23 & 24, with a slot
.066. Slot 25.006 is adapted to fit over a delineator such as that shown in Figures 21 & 22.
Thus, the metal edges of the Z-post can be covered while a delineator is still visible to
oncoming traffic.
Figure 26 & 27 illustrate a further delineator adapted to cooperate with the
modified cap of Figure 25. The delineator of Figures 26 & 27 has a pair of it projections
26.070, 27.072 adapted to engage with the slot 25.066.
The snap fit projections can have a substantially triangular cross-section so
they can be press fitted through the slot 25.066. The bases of the snap fit projections are
spaced from the transverse portions of the delineator to permit the thickness of the cap top
.052 to be accommodated therebetween, but the opposite ends of the bases of the triangles
are separated by a greater width then the width of the slot, so they will resist tion of the
delineator and the cap once the delineator has been inserted through the slot 25.055 and the
snap-fit projections press fitted through the slot to engage with the top surface of the cap
.052.
Alternatively, as shown in the partial cross-section view of Figure 28, the slot
28.066 can be wider than the bases of the delineator snap-fit projections, and additional t
projections 28.074, 28.076 can be provided inside the slot 28.066.
As shown in Figure 29, the skirt 29.060 extends only part way around the
periphery of the cap, and is truncated as shown at 29.067.
The delineators can have single sided or double sided reflective surfaces.
The reflectors can be tetrahedral c tors, luminescent paint or other
suitable optical devices.
The delineators and caps can be made of cs, metal or other suitable
material. They can be formed of a single piece of material by moulding, metal forming or other
suitable cturing process.
In this specification, nce to a document, disclosure, or other publication
or use is not an ion that the document, disclosure, publication or use forms part of the
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common l knowledge of the skilled worker in the field of this invention at the priority date
of this specification, unless otherwise stated.
In this specification, terms indicating orientation or direction, such as “top”,
“bottom”, “up”, “down”, “vertical”, “horizontal”, “left”, “right” “upright”, “transverse” etc. are not
intended to be absolute terms unless the context requires or indicates otherwise. These terms
will normally refer to orientations shown in the gs.
Where ever it is used, the word “comprising” is to be understood in its “open”
sense, that is, in the sense of ding”, and thus not limited to its d” sense, that is the
sense of “consisting only of”. A corresponding meaning is to be attributed to the corresponding
words “comprise”, “comprised” and “comprises” where they appear.
It will be understood that the invention disclosed and d herein extends
to all alternative combinations of two or more of the dual features mentioned or evident
from the text. All of these different combinations constitute various alternative aspects of the
invention.
While particular ments of this invention have been bed, it will be
evident to those skilled in the art that the present invention may be embodied in other specific
forms without departing from the essential characteristics thereof. The present embodiments
and examples are therefore to be considered in all respects as illustrative and not restrictive,
and all cations which would be obvious to those skilled in the art are therefore intended
to be embraced therein.
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